Internal-combustion engine



E. H. PALMER.

INTERNAL COMBUSTlON ENGINE.

APPLICATION FILED APR. 29. 1911.

1,328,685, Patented Jan. 20, 1920. x

2 SHEETSSHEET I.

INVENTOR fiflfatmer:

WITNESSES E. H. PALMER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 28.1917.

1 ,328,685'. Patented Jan. 20, 1920.

2 SHEETS-SHEET 2.

INVENTOR w n nnes sss C ATTORNEY UNITED STATES PATENT onnron.

ELIAS H. PALMER, 0f LADSON, SOUTH. CAROLINA;

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Jan. 20, 1920.

, Application filed April 28, 1917. Serial No. 165,302.

being to produce an engine of the class re-' ferred to which will operate smoothly, and with a minimum amount of vibration and which will produce increased power efficiency for the cubical contents of its combustion chamber, as compared with the ordinary internal combustion engine now in common use. The engine is adapted to use for fuel any explosive substance, gas or vapor.

One of the objects of the present invention is to provide in connection with a air of cylinders arranged in longitudinal a mement and opposed relation to each other, means for insuring the introduction into the combustion chamber of charges of explosive mixture, one charge being introduced into the combustion chamber for each complete back and forth stroke of the piston, the engine therefore operating on the two-cycle principle.

A further ob ect of the invention is to provide means for obtaining additional energy from the force of the explosions the exhaust being utilized for assisting in the return stroke of the piston to the initial point of its firing stroke and greater compression of the charge being forced into the firing chamber by the charging chamber.

Another object in view is to provide in connection withthe working cylinder and piston, a charging cylinder and piston, the charging piston and the power piston being connected for simultaneous and equal movement in the same direction thereby insuring the forcing of the charges into the combustion chamber of the power cylinder at the roper time and just before ignition.

With the above and other objects in view, the invention consists in the novel construction, combination and arrangement of parts, herein described, illustrated and claimed.

In the accompanying drawings Figure 1 is a vertical longitudinal section of the improved engine.

have invented new and cupped formation bein cylinder 1.

Fig. 2 is en ine taken at a right angle to Fig. 1.

he engine contem lated 1n this invention comprises two cylin ers 1 and 2, arranged in longitudinal alinement with each other end to end but having their adjacent heads 3 and 4 arranged in spaced relation to each' other as shown in the drawings. The cylinders 1 and 2 are connected by a bypass -5 controlled at its receiving end, or that elndb which communicates with the cylinder c linder '2, while preventing back flow t ereof.

an elevation of the improved V a slide valve 6, working in a recess 1n the cylinder wall and provided at its 9 designates a piston rod which operates through stufling boxes in the adjacent heads rod carrying a power and compressing piston 10 operating in the cylinder 1 and a compressmg piston 11 operating in. the cylinder 2. The piston 10 is of hollow or chambered at its compressing side as indicated'at 12 and the piston 11 is formed in the ing a chamber 13 on its The pistons are shown as equlpped with the usual packing rings for the usual purpose. The bypass 5 communicates with the cylinder 1 at a'medial point in the latter and said bypass communicates with the cylinder 2 at a point adjacent toone end of the latter. 14 represents the final exhaust pipe which leads off from the cylinder 2 at a point nearer the inner head 4 thereof than the outer head, the receiving end of the pipe 14 being covered and uncovered by the piston 11 in the back and.

20 of the'charging cylinder 15 and an intake port 21 through the side wall of the power A back pressure check valve 22 is contained in the pipe 19 and preferably located adjacent to the junction belength of the- .3 and 4 of the cylinders 1 and 2, said piston same manner havcompressing side.

which passes through one end of thc'cylinder whereitis adjustably connected to a cross head 28 fastened to the piston rod 9 as shown at 2!). The cross head 28 bears a fixed relation to the piston rod 9 and therefore as the piston 10 moves on its working stroke. the charging piston 25 moves in the same direction and at the same velocity sucking in a charge from the fuel reservoir 16 past the check valve 18 into the com- I pression chamber 30 of the charging cylinder. In the return stroke of the piston 10. the charging piston 25 is driven on its return stroke. compressing the charge in the chamber 30 and forcing the same past the check valve 22 into the combustion chamber 31 of the cylinder 1. The lip 23 then closes or covers the port 21 and thereafter the compressed charge in the chamber 31 is ignited by a spark from the plug 24, driving the power piston 10 on its working stroke. At the same time that the piston 10 is moving on its working stroke, the piston 11 is propelled in the same direction, and after passing the receiving end of the exhaust pipe let, the air contained in the compression chambers 8 and 32 is trapped and compressed by said pistons 10 and 11 and at the same time the burned gas and energy of the explosion are released by the valve 6 into the bypass'o and pass the check valve 7 striking with force the piston 11 after it has turned center and assisting in driving the pistons on their strokes. This serves to compress the charge in the compression chamber '3. The fluid thus compressed materially assists in the return strokes of the pistons 10 and 11 and also acts while being compressed to cushion the latter end of the working stroke of the piston. This causes the engine to act smoothly without detracting from the power efficiency thereof for the reason that while the trapped air compressed by the pistons retards or impedes the movement thereof to some extent, said compressed air in both of the cylinders subsequently compensates for said resistance by assisting in the return stroke of the piston 10 and the rod 9 carrying both of the pistons 10 and 11. In the return movement of the piston 11. the compressed air and products of combustion contained in the chamber 8 are liberated through the exhaust pipe 14.

In the preferred embodiment of the engine as illustrated in the accompanying drawings, the engine crank shaft 33 may be located at either end of the engine and is coupled by means of a connecting rod 31 to an auxiliary piston rod 35, one end of which is extended laterally to provide an offsetting arm 36 which is fixedly connected to the piston rod 9 hereinabove described. In this way the motion of the piston rod 9 and the power imparted thereto by the pistons 10 and 11, is transmitted to the crank shaft 33.

Fixedly connected to and geared by the cross head 28 isa compressed air releasing valve shown in the form of a rod 37 which works through an opening in the cylinder head 3 and is provided with an air channel or groove 38. When the cross head 28 is at the lower limit of its movement, air from the chamber 32 passes along the channel 38 and is released into a cooling pipe 39 which extends along one side of the cylinder 1 and has a flared or bell-mouth discharge end 40 lying close to the cylinder head, the air being thus spread and dis tributed over the cylinder head for cooling purposes. The pipe 39 is connected by a suitable fitting 41 to the cylinder head 3.

The piston rod 9 is'formed with a longitudinal bore or passage 42 one end 43 of which is always open to the atmosphere, the other end of said passage being controlled by an automatic check valve 44. The arrangement just referred to serves to prevent the formation of a vacuum in the chamber 32 which would retard the movement of the piston 10 toward the initial end of its firing stroke, the valve 44 closing automatically during the firing .stroke of the piston 10, and opening during the return stroke of said piston for the purpose above specified.

It is possible to make the crank shaft 33 shorter than it is illustrated in Fig. 2 of the drawings, bringing the flywheel closer to the crank case and also setting thev crank of said shaft closer to the crank case. This may be done by omitting the projecting bosses or bearin s shown as projecting from the opposite sldes of the crank case in Fig. 2. This will correspondingly shorten the connection 36. 45 designates the connecting frame pieces of the cylinders 1 and 2.

I claim In an internal combustion engine the combination of a power cylinder and a compressing cylinder arranged end to end in.

spaced relation to each other, and each having heads at both ends, a frame rigidly connecting said cylinders, reciprocatory pistons working in said cylinders, a connecting rod common to both pistons and having a fixed connection therewith, a bypass connecting said cylinders, means for preventing return flow through said bypass 1,328,685 I i a while permitting a free flow from the power able connection with said cross head and cylinder to the compressing cylinder, the means for adjusting the last named piston 10 a fixed connection with and carried by sai last named cylinder having an exhaust port, rod relative to said cross head for varying a charging cylinder in communication with the limits of movement of: the charging pisthe power cylinder, a cross head having ton relatively to the limits ofmovement of the power piston. piston rod, a piston rod for said charging In testimony whereof I afiix my si nature. 15 piston having a normally fixed but ad uSt- ELIAS H. PAL ERQ 

